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I had a family photo, and i may have accidently saved it down in photoshop as a compressed file, like, the original photo i took 5mp and was 2.5mb, and i still have a copy of the photo, but its only 1024x768 now, its still quite printable but i wouldnt mind the original back, but i may have either saved that over the top of the original or just deleted it. This happened about 3 years ago and since then i have formatted and reinstalled windows many times, i have no idea what the original was called ect. Should i just give up hope, or is it possible to get it back? i mean the photo wasnt priceless or anything, i took about 5 photos of that same shot so i wouldnt bother paying heaps for a pro to get it back but this one was the best i took. Thanks... USRM000107 04:57, 10 October 2007 (UTC)Reply[reply]
A new methodology is proposed to correlate the upper shelf energy (USE) of full size and subsize Charpy specimens of a nuclear reactor pressure vessel plate material, A533B. The methodology appears to be more satisfactory than the methodologies proposed earlier. USE of a notched-only specimen is partitioned into macro-crack initiation and crack propagation energies. USE of a notched and precracked specimen provides the crack propagation energy. [Delta]USE, the difference between the USE's of notched-only and precracked specimens, is an estimate of the crack initiation energy. [Delta]USE was normalized by a factor involving the dimensions of the Charpy specimen and themore » stress concentration factor at the notch root. The normalized values of the [Delta]USE were found to be invariant with specimen size.« less
A new methodology is proposed to correlate the upper shelf energy (USE) of full size and subsize Charpy specimens of a nuclear reactor pressure vessel plate material, A533B. The methodology appears to be more satisfactory than the methodologies proposed earlier. USE of a notched-only specimen is partitioned into macro-crack initiation and crack propagation energies. USE of a notched and precracked specimen provides the crack propagation energy. {Delta}USE, the difference between the USE`s of notched-only and precracked specimens, is an estimate of the crack initiation energy. {Delta}USE was normalized by a factor involving the dimensions of the Charpy specimen and themore » stress concentration factor at the notch root. The normalized values of the {Delta}USE were found to be invariant with specimen size.« less
The arc stud welding process has been adapted for use in producing reconstituted Charpy V-notch impact specimens. In this process, each half of a tested and fractured Charpy specimen is used as the central region of a reconstituted specimen. End tabs are joined to one half of a fractured specimen by a specially designed stud welding apparatus. SA533B-1 and SA508-2 unirradiated and irradiated pressure vessel steel specimens have been produced. Both conventional and precracked reconstituted specimen data have been produced. Both types of data have been shown to be in excellent agreement with original specimen data. The arc stud weldingmore » process can therefore be used to increase the amount of data obtainable from a limited number of specimens or to obtain Charpy data when full size specimens cannot otherwise be obtained.« less
The pressure vessel described in this paper is identified as Intermediate Test Vessel 1 (ITV-1) and was fabricated of SA508, Class 2 Steel. It was tested to failure at 54/sup 0/C (130/sup 0/F). The gross failure appeared to be a brittle fracture although accompanied by a measured strain of 0.9%. Seven regions of the fracture were examined in detail and the observed surfaces were compared to Charpy V-notch (C/sub v/) specimens of SA508, Class 2 steel broken at temperatures above and below the ductile to brittle transition temperature. Three samples from the vessel were taken in the region around themore » fatigue notch and four from areas well removed from the notch. All these were carefully examined both optically and by scanning electron microscopy (SEM). It was established that early crack extension was by ductile mode until a large flaw approximately 500 mm long 83 mm wide was developed. At this point the vessel could no longer contain the internal pressure and final rupture was by brittle fracture.« less
Cryogenic pressure vessels maximize hydrogen storage density by combining the high pressure (350-700 bar) typical of today's composite pressure vessels with the cryogenic temperature (as low as 25 K) typical of low pressure liquid hydrogen vessels. Cryogenic pressure vessels comprise a high-pressure inner vessel made of carbon fiber-coated metal (similar to those used for storage of compressed gas), a vacuum space filled with numerous sheets of highly reflective metalized plastic (for high performance thermal insulation), and a metallic outer jacket. High density of hydrogen storage is key to practical hydrogen-fueled transportation by enabling (1) long-range (500+ km) transportation with high capacity vessels that fit within available spaces in the vehicle, and (2) reduced cost per kilogram of hydrogen stored through reduced need for expensive structural material (carbon fiber composite) necessary to make the vessel. Low temperature of storage also leads to reduced expansion energy (by an order of magnitude or more vs. ambient temperature compressed gas storage), potentially providing important safety advantages. All this is accomplished while simultaneously avoiding fuel venting typical of cryogenic vessels for all practical use scenarios. This dissertation describes the work necessary for developing and demonstrating successive generations of cryogenic pressure vessels demonstrated at Lawrence Livermore National Laboratory. The work included (1) conceptual design, (2) detailed system design (3) structural analysis of cryogenic pressure vessels, (4) thermal analysis of heat transfer through cryogenic supports and vacuum multilayer insulation, and (5) experimental demonstration. Aside from succeeding in demonstrating a hydrogen storage approach that has established all the world records for hydrogen storage on vehicles (longest driving range, maximum hydrogen storage density, and maximum containment of cryogenic hydrogen without venting), the work also
Fiber reinforced polymer composite materials with their higher specific strength, moduli and tailorability characteristics will result in reduction of weight of the structure. The composite pressure vessels with integrated end domes develop hoop stresses that are twice longitudinal stresses and when isotropic materials like metals are used for development of the hardware and the material is not fully utilized in the longitudinal/meridional direction resulting in over weight components. The determination of a proper winding angles and thickness is very important to decrease manufacturing difficulties and to increase structural efficiency. In the present study a methodology is developed to understand structural characteristics of filament wound pressure vessels with integrated end domes. Progressive ply wise failure analysis of composite pressure vessel with geodesic end domes is carried out to determine matrix crack failure, burst pressure values at various positions of the shell. A three dimensional finite element analysis is computed to predict the deformations and stresses in the composite pressure vessel. The proposed method could save the time to design filament wound structures, to check whether the ply design is safe for the given input conditions and also can be adapted to non-geodesic structures. The results can be utilized to understand structural characteristics of filament wound pressure vessels with integrated end domes. This approach can be adopted for various applications like solid rocket motor casings, automobile fuel storage tanks and chemical storage tanks. Based on the predictions a composite pressure vessel is designed and developed. Hydraulic test is performed on the composite pressure vessel till the burst pressure.
The cyclic stress-strain response and the low cycle fatigue (LCF) behavior of 20MnMoNi55 pressure vessel steel were studied. Tensile strength and LCF properties were examined at room temperature (RT) using specimens cut from rolling direction of a rolled block. The fully reversed strain-controlled LCF tests were conducted at a constant total strain rate with different axial strain amplitude levels. The cyclic strain-stress relationships and the strain-life relationships were obtained through the test results, and related LCF parameters of the steel were calculated. The studied steel exhibits cyclic softening behavior. Furthermore, analysis of stabilized hysteresis loops showed that the steel exhibits non-Masing behavior. Complementary scanning electron microscopy examinations were also carried out on fracture surfaces to reveal dominant damage mechanisms during crack initiation, propagation and fracture. Multiple crack initiation sites were observed on the fracture surface. The investigated LCF behavior can provide reference for pressure vessel life assessment and fracture mechanisms analysis.
The requirements for proof testing and nondestructive inspection of aluminum pressure vessels were discussed. The following conclusions are (1) lack-of-fusion weld defects are sufficiently tight in the as-welded condition to be considered undetectable; (2) proof-level loads are required to fully open lack-of-fusion weld defects; (3) significant crack opening occurs at subproof levels so that an inspection enhancement loading treatment designed to avoid catastrophic failure is feasible; (4) currently used proof levels for 2219 pressure vessels are adequate for postproof inspection; (5) quantification of defect size and location using collimated ultrasonic pitch-catch techniques appears sufficiently feasible for tankage to warrant developmental work; (6) for short-time single-cycle pressure-vessel applications, postproof inspection is desirable; and (7) for long-term multiple-cycle pressure-vessel applications, postproof inspection is essential for life assurance. 2b1af7f3a8